Integrated Aircraft Flight Control Units

ABSTRACT

According to one embodiment, an integrated aircraft trim assembly features a shaft, a mechanical stop, a trim motor, a clutch, and a measurement device. The mechanical stop device is operable to at least partially prevent rotation of the shaft outside of an allowable range of motion. The trim motor has an output component in mechanical communication with the shaft. The clutch separates the trim motor from the shaft. The measurement device is proximate to the shaft and operable to measure a position of the shaft and communicate the measured position to a flight control computer operable to change a position of a flight control device.

RELATED APPLICATIONS

Pursuant to 35 U.S.C. §119 (e), this application claims priority to U.S.Provisional Patent Application Ser. No. 61/663,405, entitledCYCLIC/COLLECTIVE CONTROL ASSEMBLIES, filed Feb. 10, 2012. U.S.Provisional Patent Application Ser. No. 61/663,405 is herebyincorporated by reference.

TECHNICAL FIELD

This invention relates generally to aircraft flight control systems, andmore particularly, to integrated aircraft flight control units.

BACKGROUND

A rotorcraft may include one or more rotor systems. One example of arotorcraft rotor system is a main rotor system. A main rotor system maygenerate aerodynamic lift to support the weight of the rotorcraft inflight and thrust to counteract aerodynamic drag and move the rotorcraftin forward flight. Another example of a rotorcraft rotor system is atail rotor system. A tail rotor system may generate thrust in the samedirection as the main rotor system's rotation to counter the torqueeffect created by the main rotor system.

SUMMARY

Particular embodiments of the present disclosure may provide one or moretechnical advantages. A technical advantage of one embodiment mayinclude the capability to improve pilot control of an aircraft. Atechnical advantage of one embodiment may include the capability tosimplify installation of pilot control systems in an aircraft. Atechnical advantage of one embodiment may include the capability toimprove pilot comfort during operation of an aircraft.

Certain embodiments of the present disclosure may include some, all, ornone of the above advantages. One or more other technical advantages maybe readily apparent to those skilled in the art from the figures,descriptions, and claims included herein.

BRIEF DESCRIPTION OF THE DRAWINGS

To provide a more complete understanding of the present invention andthe features and advantages thereof, reference is made to the followingdescription taken in conjunction with the accompanying drawings, inwhich:

FIG. 1 shows a rotorcraft according to one example embodiment;

FIG. 2 shows a cockpit configuration of the rotorcraft of FIG. 1according to one example embodiment;

FIG. 3A shows a perspective view of a cyclic control assembly of thecockpit configuration of FIG. 2 according to one example embodiment;

FIG. 3B shows a side view of the cyclic control assembly of FIG. 3A;

FIG. 3C shows an alternative embodiment of the cyclic control assemblyof FIG. 3A;

FIGS. 4A-4C show a compact gimbal mechanism for use in the cycliccontrol assembly of FIG. 3A according to one example embodiment;

FIG. 5A shows a perspective view of a collective control assembly of thecockpit configuration of FIG. 2 according to one example embodiment;

FIG. 5B shows a side view of the collective control assembly of FIG. 5A;

FIG. 5C shows an alternative embodiment of the collective controlassembly of FIG. 5A;

FIGS. 6A-6C show relative positions and shapes of the cyclic controlassembly of FIG. 3A and the collective control assembly of FIG. 5Aaccording to one example embodiment;

FIG. 6C shows a left side view of the relative positions and shapes ofthe cyclic control assembly of FIG. 3A and the collective controlassembly of FIG. 5A according to one example embodiment;

FIG. 7 shows the cyclic control assembly of FIG. 3A with the gimbals ofFIGS. 4A-4C;

FIG. 8 shows an installation 400 of two cyclic control assemblies ofFIG. 3A and two collective control assemblies of FIG. 5A according toone example embodiment;

FIG. 9 shows a diagram representation of the cyclic trim assemblies ofFIG. 8 according to one example embodiment;

FIG. 10 shows a diagram representation of the collective trim assemblyof FIG. 8 according to one example embodiment;

FIG. 11A shows a front perspective view of the pedal assemblies of FIG.2;

FIG. 11B shows a rear perspective view of the pedal assemblies of FIG.11A;

FIG. 11C shows a side perspective view of the pedal assemblies of FIG.11A;

FIG. 11D shows a geometric view of components of the pedal assemblies ofFIG. 11A; and

FIG. 12 shows a diagram representation of the anti-torque trim assemblyof FIGS. 11A-11C according to one example embodiment.

DETAILED DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a rotorcraft 100 according to one example embodiment.Rotorcraft 100 features a rotor system 110, blades 120, a fuselage 130,a landing gear 140, and an empennage 150. Rotor system 110 may rotateblades 120. Rotor system 110 may include a control system forselectively controlling the pitch of each blade 120 in order toselectively control direction, thrust, and lift of rotorcraft 100.Fuselage 130 represents the body of rotorcraft 100 and may be coupled torotor system 110 such that rotor system 110 and blades 120 may movefuselage 130 through the air. Landing gear 140 supports rotorcraft 100when rotorcraft 100 is landing and/or when rotorcraft 100 is at rest onthe ground. Empennage 150 represents the tail section of the aircraftand features components of a rotor system 110 and blades 120′. Blades120′ may provide thrust in the same direction as the rotation of blades120 so as to counter the torque effect created by rotor system 110 andblades 120. Teachings of certain embodiments relating to rotor systemsdescribed herein may apply to rotor system 110 and/or other rotorsystems, such as other tilt rotor and helicopter rotor systems. Itshould also be appreciated that teachings from rotorcraft 100 may applyto aircraft other than rotorcraft, such as airplanes and unmannedaircraft, to name a few examples.

A pilot may manipulate one or more pilot flight controls in order toachieve controlled aerodynamic flight. Inputs provided by the pilot tothe pilot flight controls may be transmitted mechanically and/orelectronically (e.g., via a fly-by-wire flight control system) to flightcontrol devices. Flight control devices may represent devices operableto change the flight characteristics of the aircraft. Examples of flightcontrol devices on rotorcraft 100 may include the control systemoperable to change the positions of blades 120 and blades 120′.

FIG. 2 shows a cockpit configuration 160 of rotorcraft 100 according toone example embodiment. In the example of FIG. 2, rotorcraft 100features at least three sets of pilot flight controls: cyclic controlassemblies 200, collective control assemblies 300, and pedal assemblies700. In the example of FIG. 2, a set of each pilot flight control isprovided for a pilot and a co-pilot (both of which may be referred to asa pilot for the purposes of this discussion).

In general, cyclic pilot flight controls may allow a pilot to impartcyclic motions on blades 120. Cyclic motions in blades 120 may causerotorcraft 100 to tilt in a direction specified by the pilot. Fortilting forward and back (pitch) and/or tilting sideways (roll), theangle of attack of blades 120 may be altered cyclically during rotation,creating different amounts of lift at different points in the cycle.

Collective pilot flight controls may allow a pilot to impart collectivemotions on blades 120. Collective motions in blades 120 may change theoverall lift produced by blades 120. For increasing or decreasingoverall lift in blades 120, the angle of attack for all blades 120 maybe collectively altered by equal amounts at the same time resulting inascents, descents, acceleration, and deceleration.

Anti-torque pilot flight controls may allow a pilot to change the amountof anti-torque force applied to rotorcraft 100. As explained above,blades 120′ may provide thrust in the same direction as the rotation ofblades 120 so as to counter the torque effect created by rotor system110 and blades 120. Anti-torque pilot flight controls may change theamount of anti-torque force applied so as to change the heading ofrotorcraft 100. For example, providing anti-torque force greater thanthe torque effect created by rotor system 110 and blades 120 may causerotorcraft 100 to rotate in a first direction, whereas providinganti-torque force less than the torque effect created by rotor system110 and blades 120 may cause rotorcraft 100 to rotate in an oppositedirection. In some embodiments, anti-torque pilot flight controls maychange the amount of anti-torque force applied by changing the pitch ofblades 120′, increasing or reducing the thrust produced by blades 120′and causing the nose of rotorcraft 100 to yaw in the direction of theapplied pedal. In some embodiments, rotorcraft 100 may includeadditional or different anti-torque devices (such as a rudder or a NOTARanti-torque device), and the anti-torque pilot flight controls maychange the amount of force provided by these additional or differentanti-torque devices.

In the example of FIG. 2, each cyclic control assembly 200 is located tothe right of a pilot seat, each collective control assembly 300 islocated to the left of a pilot seat, and pedal assembly 700 is locatedin front of a pilot seat. Teachings of certain embodiments recognizethat cyclic control assemblies 200, collective control assemblies 300,and pedal assemblies 700 may be located in any suitable position.Although cyclic pilot flight controls are typically located between thepilot's legs, teachings of certain embodiments recognize thatembodiments of cyclic control assembly 200 may be located to the rightof the pilot seat so as to improve pilot visibility and preventinadvertent flight control inputs. For example, positioning cycliccontrol assembly 200 to the right of the pilot seat may provide thepilot with a clearer view out of the chin windows located near thepilot's feet. In addition, a pilot may be less likely to inadvertentlymove cyclic control assembly 200 if it is situated to the right of thepilot as compared to if it was situated between the pilot's legs.

As will be explained in greater detail below, embodiments of cycliccontrol assembly 200 and collective control assembly 300 may be used ina fly-by-wire flight control system. In some embodiments, a fly-by-wireflight control system may reduce the necessary range of movements forcontrols. Thus, teachings of certain embodiments recognize thatassemblies 200 and 300 may operate with a reduced range of motion. Inparticular, teachings of certain embodiments recognize that reducing therange of motion of the cyclic control assembly may be one factor inallowing cyclic control assembly 200 to be moved from between thepilot's legs to the right side of the pilot.

FIGS. 3A-3B show cyclic control assembly 200 according to one exampleembodiment. FIG. 3A shows a perspective view of cyclic control assembly200, and FIG. 3B shows a side view. FIG. 3C shows an alternative ofcyclic control assembly 200 with the arm rest removed.

As seen in FIG. 3A, cyclic control assembly 200 may feature a post 210,a shaft 220, a grip 230, a hand rest 240, and an arm rest 250. In theexample of FIG. 3A, shaft 220 has a first end coupled proximate to thebody of post 210 below hand rest 240 and a second end opposite the firstend coupled to grip 230. In particular, the first end of shaft 220 iscoupled to at least one linkage disposed at least partially within post210 through an opening in the body of post 210. In this manner, grip 230is movable such that moving grip 230 mechanically communicates cycliccommands from the pilot to the at least one linkage disposed at least inpart within the body of part 210.

In the example of FIG. 3A, shaft 220 is curved such that shaft 220positions at least part of grip 230 over hand rest 240. In this manner,grip 230 may be described as “floating” above hand rest 240.

Teachings of certain embodiments recognize that floating grip 230 overhand rest 240 may avoid having the cyclic stick and control tubepenetrate through the top of post 210, thus eliminating the need for anymacroscopic openings in the top of post 210. Eliminating the need for anopening in the top of post 210, in turn, prevents dirt and debris fromfalling into the opening and prevents objects from being lodged in theopening, which could limit the range of motion of grip 230.

In addition, elimination of the opening may allow the pilot to have acomfortable hand rest 240 and may allow the pilot to make precisecontrol inputs to grip 230. For example, hand rest 240 may provide astable, non-moving platform relative to grip 230. In this example, thepilot may stabilize a hand against hand rest 240 while making controlinputs through the full range of travel of grip 230. In addition, handrest 240 may help reduce pilot induced oscillations. For example, handrest 240 may provide a means for the pilot to vary friction and dampingof the controls by adjusting the pilot's hand position/pressure on handrest 240 while keeping hands on grip 230. In addition, the pilot canadjust hand pressure on hand rest 240 to mitigate against a failure ofthe control system's friction and/or damping devices.

A floating grip 230 results in a gap existing between grip 230 and handrest 240. In some embodiments, the gap may be large enough to allow grip230 to travel without touching hand rest 240 yet small enough to preventa human hand or other objects from wedging between grip 230 and handrest 240. In other embodiments, the gap may be large enough to allow ahuman hand between grip 230 and hand rest 240. In some embodiments, grip230 may have a range of motion for cyclic movements of about fiveinches.

In some embodiments, hand rest 240 may have an upper surface having aprofile corresponding to the travel arc of grip 230. For example, grip230 may travel along a first arc in a longitudinal direction (e.g., totilt rotorcraft 100 forward and back) and along a second arc in alateral direction (e.g., to tilt rotorcraft 100 from side to side). Inthis example, hand rest 240 may have an upper surface having a profilecorresponding to the first and second travel arcs. As one example, theprofile may correspond to the first and second travel arcs bymaintaining a substantially constant gap between grip 230 and hand rest240 as the grip moves along a travel arc. As another example, the uppersurface of hand rest 240 may have a curvature that substantially matchesthe travel arc of grip 230. In some embodiments, the upper surface ofhand rest 240 may correspond to the travel arc of floating grip 230without necessarily maintaining a constant gap or having a substantiallymatching travel arc. For example, in some embodiments, the profile ofhand rest 340 may correspond to the expect travel arc of the pilot'shand as the pilot moves grip 330. As another example, in someembodiments, the profile of hand rest 240 may correspond to the travelarc of grip 230 such that grip 230 does not contact hand rest 240 at anypoint in its travel arc, even if the gap between grip 230 and hand rest240 changes at some point in the travel arc. As another example, the gapbetween grip 230 and hand rest 240 may be relatively constant over acertain range (such as in the center of hand rest 240) but the gap maygrow if grip 230 is moved over a wider range (such as towards the edgesof hand rest 240).

In some embodiments, shaft 220 and grip 230 may be manufacturedindependently and assembled together. In other embodiments, shaft 220and grip 230 may be manufactured jointly, such as formed in a singlecasting.

In the examples of FIGS. 3A and 3B, cyclic control assembly 200 alsofeatures an arm rest 250. In these examples, arm rest 250 is coupleddirectly to post 210 (as compared to being coupled to the floor, to theseat, or to the cockpit wall). In some embodiments, arm rest 250 isadjustable. In the example of FIGS. 3A and 3B, arm rest 250 isadjustable about three axes of rotation. For example, arm rest 250 mayswivel relative to post 210, may slide up and down substantiallyparallel to post 210, and may pivot about an axis substantiallyperpendicular to post 210 so as to change the angle between hand rest240 and arm rest 250. In some embodiments, the pilot may adjust arm rest250 about all three axes using one hand. For example, an adjust buttonmay be provided to allow the pilot to press the adjust button and movearm rest 250 using a single hand.

In some embodiments, hand rest 240 and arm rest 250 may havecorresponding profiles. As one example, hand rest 240 and arm rest 250may have upper surfaces that may be aligned along a common arc. In someembodiments, arm rest 250 may need to be adjusted so as to align theupper surfaces of hand rest 240 and arm rest 250 along the common arc.

As stated above, shaft 220 may be coupled to at least one linkagedisposed at least partially within post 210 through an opening in thebody of post 210. In this manner, grip 230 may be movable such thatmoving grip 230 mechanically communicates cyclic commands from the pilotto the at least one linkage disposed at least in part within the body ofpart 210.

FIGS. 4A-4C show a compact gimbal mechanism according to one exampleembodiment. Teachings of certain embodiments recognize that the compactgimbal mechanism may allow for mechanical communications of cycliccommands from shaft 220. In particular, teachings of certain embodimentsrecognize the ability to communicate cyclic commands in two directions(e.g., forward/backwards and left/right).

In the example of FIGS. 4A-4C, the compact gimbal mechanism features agimbal 260, a gimbal 270, and linkages 280 and 290. Gimbal 260 iscoupled to the inside of the body of post 210 and is rotatable about afirst axis of rotation. Gimbal 260 features a linkage attachment pointoffset from the first axis of rotation. Linkage 280 is coupled to gimbal260 and this linkage attachment point. In the example of FIG. 4C, a pin265 travels through the linkage attachment point, and linkage 280features a bearing end 282 that receives pin 265.

Gimbal 270 is coupled to gimbal 260 and is rotatable relative to gimbal260 about a second axis of rotation. In the example of FIG. 4C, pin 265is coaxial with the second axis of rotation and couples gimbal 270 togimbal 260 when grip 230 is in a neutral position. Gimbal 270 features alinkage attachment point offset from the second axis of rotation.Linkage 290 is coupled to gimbal 270 at this linkage attachment point.In the example of FIG. 4C, a pin 275 travels through the linkageattachment point, and linkage 290 features a bearing end 292 thatreceives pin 275.

Shaft 220 is coupled to gimbal 270. In the example of FIGS. 4A-4C, shaft220 is coupled to gimbal 270 proximate to an opening 215 in post 210. Inthis example, at least part of shaft 220 is coaxial with the first axisof rotation of gimbal 260 when grip 230 is in a neutral position. Inaddition, shaft 220 is rotatable about both the first axis of rotationof gimbal 260 and the second axis of rotation of gimbal 270.

For example, in operation according to one embodiment, left/right cyclictilting commands are communicated from grip 230 through linkage 280. Apilot may move grip 230 left (or right) to communicate a left (or right)cyclic command. Moving grip 230 to the left causes shaft 220 also tomove to the left. As explained above, shaft 220 is coupled to gimbal270, which is coupled to gimbal 260. Accordingly, when shaft 220 movesleft, gimbals 260 and 270 both rotate about the axis of rotation ofgimbal 260 (which in this example is coaxial with part of shaft 220 whengrip 230 is in a neutral position). Rotation of gimbals 260 and 270causes linkage 280 to move up (or down), thus allowing linkage 280 tocommunicate left/right cyclic commands from grip 230. In this example,linkage 290 has little movement because the linkage attachment point oflinkage 290 is coaxial with the axis of rotation of gimbal 260 when grip230 is in a neutral position.

Additionally, forward/back cyclic tilting commands may be communicatedfrom grip 230 through linkage 290. A pilot may move grip 230 forward (orback) to communicate a forward (or back) cyclic command. Moving grip 230forward causes shaft 220 to rotate forward. As explained above, shaft220 is coupled to gimbal 270, which is rotatably coupled to gimbal 260.In this example, when shaft 220 rotates forward, gimbal 270 rotatesabout its axis of rotation relative to gimbal 260. Rotation of gimbal270 relative to gimbal 260 causes linkage 290 to move up (or down), thusallowing linkage 290 to communicate forward/back cyclic commands fromgrip 230. In this example, linkage 280 has little movement because thelinkage attachment point of linkage 280 is coaxial with the axis ofrotation of gimbal 270 when grip 230 is in a neutral position.

Accordingly, teachings of certain embodiments recognize that the gimbalmechanism of FIGS. 4A-4C may receive and decouple left/right cycliccommands and front/back cyclic commands. Teachings of certainembodiments recognize that the gimbal mechanism of FIGS. 4A-4C maydecouple left/right cyclic commands from front/back cyclic commandswithin the confined space of post 210.

FIGS. 5A-5B show collective control assembly 300 according to oneexample embodiment. FIG. 5A shows a perspective view of collectivecontrol assembly 300, and FIG. 5B shows a side view. FIG. 5C shows analternative of collective control assembly 300 with the arm restremoved.

In some embodiments, collective control assembly 300 may resemble cycliccontrol assembly 200. Unlike cyclic control assembly 200, however,teachings of certain embodiments recognize a different range of motionfor collective control assembly 300. In particular, most collectivecontrols allow the pilot to pull a grip up and down. Teachings ofcertain embodiments recognize collective control assembly 300 may alsoallow the pilot to pull a grip up and down. Teachings of certainembodiments recognize, however, the ability to still provide a hand restunder the grip even though the grip may be pulled up and down by thepilot.

As seen in FIG. 5A, collective control assembly 300 may feature a post310, a shaft 320, a grip 330, a hand rest 340, and an arm rest 350. Inthe example of FIG. 3A, shaft 320 has a first end coupled proximate tothe body of post 310 below hand rest 340 and a second end opposite thefirst end coupled to grip 330. In particular, the first end of shaft 320is coupled to at least one linkage disposed at least partially withinpost 310 through an opening in the body of post 310. In this manner,grip 330 is movable such that moving grip 330 mechanically communicatescollective commands from the pilot to the at least one linkage disposedat least in part within the body of part 310.

In the example of FIG. 5A, shaft 320 is curved such that shaft 320positions at least part of grip 330 over hand rest 340. In this manner,grip 330 may be described as “floating” above hand rest 340.

Teachings of certain embodiments recognize that floating grip 330 overhand rest 340 may avoid having the collective stick and control tubepenetrate through the top of post 310, thus eliminating the need for anymacroscopic openings in the top of post 310. Eliminating the need for anopening in the top of post 310, in turn, prevents dirt and debris fromfalling into the opening and prevents objects from being lodged in theopening, which could limit the range of motion of grip 330.

In addition, elimination of the opening may allow the pilot to have acomfortable hand rest 340 and may allow the pilot to make precisecontrol inputs to grip 330. For example, hand rest 340 may provide astable, non-moving platform relative to grip 330. In this example, thepilot may stabilize a hand against hand rest 340 while making controlinputs through the full range of travel of grip 330. In addition, handrest 340 may help reduce pilot induced oscillations. For example, handrest 340 may provide a means for the pilot to vary friction and dampingof the controls by adjusting the pilot's hand position/pressure on handrest 340 while keeping hands on grip 330. In addition, the pilot canadjust hand pressure on hand rest 340 to mitigate against a failure ofthe control system's friction and/or damping devices.

A floating grip 330 results in a gap existing between grip 330 and handrest 340. In some embodiments, the gap may be large enough to allow grip330 to travel without touching hand rest 340 yet small enough to preventa human hand or other objects from wedging between grip 330 and handrest 340. In some embodiments, grip 330 may have a range of motion forcollective movements of about five inches.

In some embodiments, hand rest 340 may have an upper surface having aprofile corresponding to the travel arc of grip 330. For example, grip330 may travel along a single arc for increasing or decreasing liftgenerated by blades 120. In this example, hand rest 340 may have anupper surface having a profile corresponding to this travel arc. As oneexample, the profile may correspond to the travel arc by maintaining asubstantially constant gap between grip 330 and hand rest 340 as thegrip moves along the travel arc. As another example, the upper surfaceof hand rest 340 may have a curvature that substantially matches thetravel arc of grip 330. In some embodiments, the upper surface of handrest 340 may correspond to the travel arc of floating grip 330 withoutnecessarily maintaining a constant gap or having a substantiallymatching travel arc. For example, in some embodiments, the profile ofhand rest 340 may correspond to the expect travel arc of the pilot'shand as the pilot moves grip 330. As another example, the profile ofhand rest 340 may correspond to the travel arc of grip 330 such thatgrip 330 does not contact hand rest 340 at any point in its travel arc,even if the gap between grip 330 and hand rest 340 changes at some pointin the travel arc. As another example, the gap between grip 330 and handrest 340 may be relatively constant over a certain range (such as in thecenter of hand rest 340) but the gap may grow if grip 330 is moved overa wider range (such as towards the edges of hand rest 340).

In some embodiments, shaft 320 and grip 330 may be manufacturedindependently and assembled together. In other embodiments, shaft 320and grip 330 may be manufactured jointly, such as formed in a singlecasting.

In the examples of FIGS. 5A and 5B, collective control assembly 300 alsofeatures an arm rest 350. In these examples, arm rest 350 is coupleddirectly to post 310 (as compared to being coupled to the floor, to theseat, or to the cockpit wall). In some embodiments, arm rest 350 isadjustable. In the example of FIGS. 3A and 3B, arm rest 350 isadjustable about three axes of rotation. For example, arm rest 350 mayswivel relative to post 310, may slide up and down substantiallyparallel to post 310, and may pivot about an axis substantiallyperpendicular to post 310 so as to change the angle between hand rest340 and arm rest 350. In some embodiments, the pilot may adjust arm rest350 about all three axes using one hand. For example, an adjust buttonmay be provided to allow the pilot to press the adjust button and movearm rest 350 using a single hand.

In some embodiments, hand rest 340 and arm rest 350 may havecorresponding profiles. As one example, hand rest 340 and arm rest 350may have upper surfaces that may be aligned along a common arc. In someembodiments, arm rest 350 may need to be adjusted so as to align theupper surfaces of hand rest 340 and arm rest 350 along the common arc.

FIGS. 6A-6C show relative positions and shapes of cyclic controlassembly 200 and collective control assembly 300. FIG. 6A shows aperspective view of cyclic control assembly 200 and collective controlassembly 300, FIG. 6B shows a right side view of cyclic control assembly200 and collective control assembly 300, and FIG. 6C shows a left sideview of cyclic control assembly 200 and collective control assembly 300.

As can be seen in FIGS. 6A-6C, collective control assembly 300 has amore vertical handrest than cyclic control assembly 200. Teachings ofcertain embodiments recognize that collective control assembly 300 mayhave a more vertical handrest to simulate the traditional experience ofpulling up on a collective control handle. Teachings of certainembodiments recognize that the more vertical handrest may allow the gripto be moved up and down while still providing a handrest underneath thearc of motion of the grip.

In addition, cyclic control assembly 200 and collective control assembly300 have different shafts. In particular, the shaft cyclic controlassembly 200 features a bent portion that is missing from the shaft ofcollective control assembly 300. Teachings of certain embodimentsrecognize that the bent portion may serve several purposes. For example,the bent portion may allow shaft 220 to position grip 230 over hand rest240. In addition, the bent portion may allow shaft 220 to be coaxialwith the gimbals inside post 210 at the point where shaft 220 attachesto the gimbals. As explained above, positioning the shaft 220 coaxialwith the gimbals may allow the gimbals to receive and decoupleleft/right tilting motions and forward/back tilting motions. Collectivecontrol assembly 300, on the other hand, may only receive collectivecontrol movements, and therefore it may not be necessary for collectivecontrol assembly 300 to decouple motions in multiple directions.

FIG. 7 shows cyclic control assembly 200 with its gimbals 260 and 270.Teachings of certain embodiments recognize that cyclic control assembly200, along with the gimbal mechanism inside post 210, may be assembledprior to installation in an aircraft. For example, cyclic controlassembly 200 may be preassembled with bell cranks 284 and 294, which arecoupled to linkages 280 and 290, respectively. Once cyclic controlassembly 200 is situated in the aircraft, bell cranks 284 and 294 may becoupled to equipment in the aircraft configured to receive cycliccontrol motions from cyclic control assembly 200.

Teachings of certain embodiments recognize that preassembling cycliccontrol assembly 200 (or collective control assembly 300) may reduce thetime and resources necessary to install pilot control systems in anaircraft. For example, cyclic control assembly 200 may be rigged andtuned during the assembly process rather than in the aircraft, wherespace is more confined. In addition, preassembly of cyclic controlassembly 200 allows cyclic control assembly 200 to be installed in arelatively-simple three step process: couple bell crank 284 to a linkagefor left/right cyclic movements; couple bell crank 294 to a linkage forfront/back cyclic movements; and secure post 210 to the cockpit floor.

FIG. 8 shows an installation 400 of two cyclic control assemblies 200and two collective control assemblies 300 according to one exampleembodiment. In this example, the two cyclic control assemblies 200 andtwo collective control assemblies 300 are coupled to three integratedtrim assemblies: two cyclic trim assemblies 500 and a collective trimassembly 600. One of the cyclic trim assemblies 500 manages left/rightcyclic tilting movements, and the other cyclic trim assembly 500 managesfront/back tilting movements.

In the installation 400 of FIG. 8, linkages 410 couple the bell cranks294 of both cyclic control assemblies 200 to a cyclic trim assembly 500,and linkages 420 couple the bell cranks 284 of both cyclic controlassemblies 200 to the other cyclic trim assembly 500. Linkages 430couple the bell cranks of both collective control assemblies 300 to thecollective trim assembly 600. In this example, linkages 410-430 and trimassemblies 500 and 600 are located under the cockpit floor.

In the example of FIG. 8, cyclic trim assemblies 500 and collective trimassembly 600 are operable to receive and measure mechanicalcommunications of cyclic and collective motions from the pilot. In thisexample, cyclic trim assemblies 500 and collective trim assemblies 600may represents components in a fly-by-wire flight control system, andthe measurements from cyclic trim assemblies 500 and collective trimassemblies 600 may be sent to a flight control computer operable toinstruct rotor system 100 to change a position of blades 120 based onthe received measurements. For example, the flight control computer maybe in communication with actuators or other devices operable to changethe position of blades 120.

FIG. 9 shows a diagram representation of the cyclic trim assemblies 500of FIG. 8 according to one example embodiment. In this example, eachcyclic trim assembly 500 features a trim motor 510, a clutch 515, arun-down damper 520, position measurement devices 530, a gradient spring540, a damper 550, a shear device 560, position measurement devices 570,mechanical stop devices 580, and an output shaft 590. In the example ofFIG. 8, shaft 590 may be coupled to linkages 410 or 420. Although shaft590 may be described as a single shaft, teachings of certain embodimentsrecognize that shaft 590 may represent multiple pieces. As one example,shaft 590 may include two shafts separated by gradient spring 540. Inanother example, shaft 590 may represent a single shaft with a torsionspring attached.

In operation, according to one example embodiment, output shaft 590 andcyclic control assemblies 200 are in mechanical communication such thatmovement of grip 230 results in movement of output shaft 590 andmovement of output shaft 590 likewise results in movement of grip 230.Movement of output shaft 590 may be measured by position measurementdevices 530 and 570. The measurements from measurement devices 530 and570 may be used to instruct rotor system 100 as to how to change theposition of blades 120.

In the example of FIG. 9, cyclic trim assembly 500 may operate in threemodes of operation. In the first mode of operation, clutch 515 isengaged, and trim motor 510 drives output shaft 590. This first mode ofoperation may represent, for example, operation of cyclic trim assembly500 during auto-pilot operations. In this example, trim motor 510 maydrive movement of output shaft 590 so as to drive movement of grip 230of cyclic control assembly 200. Position measurement devices 530 and 570may also measure how trim motor 510 drives output shaft 590 andcommunicate these measurements to rotor system 100.

In the second mode of operation, clutch 515 is disengaged, and the pilotdrives output shaft 590 by way of cyclic control assembly 200. In thisexample, the pilot changes the position of output shaft 590, which maybe measured by position measurement devices 530 and 570. Positionmeasurement devices 530 and 570 may measure how the pilot drives outputshaft 590 and communicate these measurements to rotor system 100.

In the third mode of operation, clutch 515 is engaged, and trim motor510 holds its output arm at a trim position so as to provide a groundpoint for output shaft 590. In this example, the pilot may change theposition of output shaft 590 about the trim position set by trim motor510. When the pilot releases grip 230, grip 230 may move to the trimposition corresponding to the position established by trim motor 510. Insome embodiments, the first and third modes of operations may becombined such that trim motor 510 moves the trim position duringoperation.

Thus, trim motor 510 may provide cyclic force and/or trim to cycliccontrol assembly 200 through output shaft 590. In one exampleembodiment, trim motor 510 is a 28 volt DC permanent magnet motor. Inoperation, trim motor 510 may provide an artificial force feel for aflight control system about an anchor point, as will be explained ingreater detail below. Clutch 515 provides a mechanism for engaging anddisengaging trim motor 510.

Run-down damper 520 assists in moving output shaft 590 to a trimposition set by trim motor 510. For example, run-down damper 520 mayhelp dissipate energy stored in gradient spring 540 so as to reduce oreliminate the displacement or jolt feedback felt at grip 230 when thepilot releases grip 230 and grip 230 is allowed to return to the trimposition.

Gradient spring 540 allows output shaft 590 to be moved relative to theposition established by trim motor 510. If the pilot releases grip 230,gradient spring 540 may cause output shaft 590 to return to the positionestablished by trim motor 510.

Damper 550 may help reduce inertial forces in cockpit control linkages.For example, damper 550 may help reduce the effect of pilot-inducedoscillations and provide smoothness in cockpit controls. In this manner,damper 550 may provide some of the force/feel aspects felt in cycliccontrol assembly 200.

Shear device 560 provides a mechanism for internal jam alleviation inthe event of a jam in cyclic trim assembly 500. For example, if trimmotor 510 jams and prevents output shaft 590 from moving, the pilot mayovercome the jam by providing sufficient force to shear output shaft 590from trim motor 510 at shear device 560. Once output shaft 590 issheared from trim motor 510, cyclic trim assembly 500 may operate in thefirst mode of operation with the pilot driving output shaft 590.

Position measurement devices 530 and 570 may represent any deviceoperable to measure position of a shaft. In the example of FIG. 9,position measurement devices 530 and 570 are shown as rotary variabledifferential transformers (RVDTs). An RVDT is a type of electricaltransformer used for measuring angular displacement. In one example, anRVDT may represent an electromechanical transducer that provides avariable alternating current (AC) output voltage that is linearlyproportional to the angular displacement of its input shaft. Whenenergized with a fixed AC source, the output signal is linear within aspecified range over the angular displacement. In some embodiments,RVDTs utilize brushless, non-contacting technology to ensure long-lifeand reliable, repeatable position sensing with infinite resolution. Suchreliable and repeatable performance may allow for accurate positionsensing under extreme operating conditions.

In the example of FIG. 9, position measurement devices 530 are situatedon opposite sides of gradient spring 540. In this example, pilot inputmay be determined by determining the difference in measurements fromposition measurement devices 530. For example, position measurementdevices 570 may measure the position of output shaft 590 proximate tolinkage 410 or 420, whereas position measurement devices 530 may measuredifferences in shaft rotation across gradient spring 540 as well as theposition of shaft 590 proximate to trim motor 510. These measurementsmay indicate how far the pilot has rotated output shaft 590 away fromthe trim position established by trim motor 510.

In the example of FIG. 9, cyclic trim assembly 500 includes two positionmeasurement devices 530 and three position measurement devices 570. Inthis example, multiple position measurement devices are provided forredundancy. For example, the three position measurement devices 570 maybe associated with three flight control computers. Providing threeflight control systems may protect rotorcraft 100 from certain systemsfailures.

Mechanical stops 580 limit the range of motion of shaft 220 by limitingthe range of motion of output shaft 590. In one example embodiment,mechanical stops 580 mechanically restrict the travel limits of outputshaft 590 to +/−35 degrees from a null position with a tolerance of+/−0.1 degrees. In some embodiments, mechanical stops 580 may representpositive non-jamming mechanical stops. In some embodiments, mechanicalstops 580 may be capable of withstanding a max torque of 780 inch-poundsat output shaft 590 while on mechanical stops 580.

Teachings of certain embodiments recognize that mechanical stops 580 mayprovide the primary mechanism for limiting the range of motion of shaft220. Although other components may have a limited range of motion (suchas gimbals 260 and 270) and thus provide secondary limitations on therange of motion of shaft 220 (such as in the event of a failure ofmechanical stops 580), mechanical stops 580 may provide the primarymechanism for limiting the range of motion of shaft 220. Teachings ofcertain embodiments recognize that mechanical stops 580 may be strongerthan some other components in the system (such as gimbals 260 and 270)and therefore better suited to provide the primary mechanism forlimiting the range of motion of shaft 220. In addition, teachings ofcertain embodiments recognize that providing the primary mechanism forlimiting the range of motion of shaft 220 with cyclic trim assembly 500may simplify the rigging procedure when installing cyclic controlassemblies 200 and cyclic trim assemblies 500 in rotorcraft 100.Furthermore, teachings of certain embodiments recognize that providingmechanical stops 580 in cyclic trim assemblies 500 rather than cycliccontrol assemblies 200 may allow for a smaller post 210.

FIG. 10 shows a diagram representation of the collective trim assembly600 of FIG. 8 according to one example embodiment. In this example,collective trim assembly 600 features a trim motor 610, clutches 620,resolvers 630, a shear device 640, position measurement devices 650,mechanical stop devices 660, and an output shaft 670. In the example ofFIG. 8, shaft 670 may be coupled to linkages 430. Although shaft 670 maybe described as a single shaft, teachings of certain embodimentsrecognize that shaft 670 may represent multiple pieces.

In operation, according to one example embodiment, output shaft 670 andcollective control assemblies 300 are in mechanical communication suchthat movement of grip 330 results in movement of output shaft 670 andmovement of output shaft 670 likewise results in movement of grip 330.Movement of output shaft 670 may be measured by position measurementdevices 650. The measurements from measurement devices 650 may be usedto instruct rotor system 100 as to how to change the position of blades120.

In the example of FIG. 10, collective trim assembly 500 may operate inthree modes of operation. In the first mode of operation, clutches 620are engaged, and trim motor 610 drives output shaft 670. This first modeof operation may represent, for example, operation of collective trimassembly 600 during auto-pilot operations. In this example, trim motor610 may drive movement of output shaft 670 so as to drive movement ofgrip 630 of collective control assembly 300. Position measurementdevices 650 may also measure how trim motor 610 drives output shaft 670and communicate these measurements to rotor system 100.

In the second mode of operation, clutches 620 are disengaged, and thepilot drives output shaft 670 by way of collective control assembly 300.In this example, the pilot changes the position of output shaft 670,which may be measured by position measurement devices 650. Positionmeasurement devices 650 may measure how the pilot drives output shaft670 and communicate these measurements to rotor system 100.

In the third mode of operation, clutches 620 are engaged, and trim motor610 holds its output arm at a trim position so as to provide a groundpoint for output shaft 670. In this example, the pilot may change theposition of output shaft 670 about the trim position set by trim motor610. When the pilot releases grip 330, grip 330 may move to the trimposition corresponding to the position established by trim motor 610. Insome embodiments, the first and third modes of operations may becombined such that trim motor 610 moves the trim position duringoperation.

Thus, trim motor 610 may provide collective force and/or trim tocollective control assembly 300 through output shaft 670. In one exampleembodiment, trim motor 610 is a 28 volt DC permanent magnet motor. Inoperation, trim motor 610 may provide an artificial force feel for aflight control system about an anchor point, as will be explained ingreater detail below.

Clutches 620 provide a mechanism for engaging and disengaging trim motor610. In the example of FIG. 10, clutches 620 are variable-frictionclutches. Resolvers 630 measure slipping across clutches 620. In someembodiments, resolvers 630 may measure the amount of pilot effort bymeasuring the slipping across clutches 620. In combination, clutches 620and resolvers 630 may provide force/feel characteristics back tocollective control assembly 300.

In some embodiments, a planetary gear or other gear system may beprovided between trim motor 610 and clutches 620/resolvers 630. In oneexample embodiment, a planetary gear is provided between trim motor 610and the two clutches 620 left of resolvers 630 in FIG. 10. In thisexample embodiment, the two clutches 620 right of resolvers 630 may beremoved.

Shear device 640 provides a mechanism for internal jam alleviation inthe event of a jam in collective trim assembly 600. For example, if trimmotor 610 jams and prevents output shaft 670 from moving, the pilot mayovercome the jam by providing sufficient force to shear output shaft 670from trim motor 610 at shear device 640. Once output shaft 670 issheared from trim motor 610, collective trim assembly 600 may operate inthe first mode of operation with the pilot driving output shaft 670.

Position measurement devices 650 may represent any device operable tomeasure position of a shaft. In the example of FIG. 10, positionmeasurement devices 650 are shown as RVDTs. In addition, FIG. 10 showscollective trim assembly 600 as including three position measurementdevices 650. In this example, multiple position measurement devices areprovided for redundancy. For example, the three position measurementdevices 650 may be associated with three flight control computers.Providing three flight control systems may protect rotorcraft 100 fromcertain systems failures.

Mechanical stops 660 limit the range of motion of shaft 320 by limitingthe range of motion of output shaft 670. In some embodiments, mechanicalstops 660 may represent positive non-jamming mechanical stops. Teachingsof certain embodiments recognize that mechanical stops 660 may providethe primary mechanism for limiting the range of motion of shaft 320.Although other components may have a limited range of motion (such ascomponents within post 310) and thus provide secondary limitations onthe range of motion of shaft 320 (such as in the event of a failure ofmechanical stops 660), mechanical stops 660 may provide the primarymechanism for limiting the range of motion of shaft 320. Teachings ofcertain embodiments recognize that mechanical stops 660 may be strongerthan some other components in the system and therefore better suited toprovide the primary mechanism for limiting the range of motion of shaft320. In addition, teachings of certain embodiments recognize thatproviding the primary mechanism for limiting the range of motion ofshaft 320 with collective trim assembly 600 may simplify the riggingprocedure when installing collective control assemblies 300 andcollective trim assemblies 600 in rotorcraft 100. Furthermore, teachingsof certain embodiments recognize that providing mechanical stops 660 incollective trim assemblies 600 rather than collective control assemblies300 may allow for a smaller post 310.

Thus, as shown with regards to FIGS. 3-10, aircraft such as rotorcraft100 may be equipped with pilot flight controls such as cyclic controlassemblies 200 and collective control assemblies 300, which may operatein conjunction with cyclic trim assemblies 500 and collective trimassemblies 600, respectively. In addition, teachings of certainembodiments recognize that aircraft such as rotorcraft 100 may beequipped with pedal assemblies for providing anti-torque control.

FIGS. 11A-11D show pedal assemblies 700 and an anti-torque trim assembly800 according to one example embodiment. FIGS. 11A-11C show front, rear,and side perspective views of pedal assemblies 700 and anti-torque trimassembly 800, and FIG. 11D show a geometric view of components of apedal assembly 700.

As seen in FIGS. 11A-11C, each pedal assembly 700 may include anattachment assembly 710, pedals 720 a and 720 b, pedal linkages 730 aand 730 b, brake cylinders 740 a and 740 b, a rocker arm 750, pedaladjustment linkages 760 a and 760 b, a rocker adjustment member 770, anda pilot adjustment member 775. A trim linkage 780 may couple each pedalassembly 700 to anti-torque trim assembly 800.

In some embodiments, attachment assembly 710 may feature attachmentpositions 712 and 714. In the example of FIGS. 11A-11C, attachmentpositions 712 and 714 represent rods. In this example, pedal linkages730 a and 730 b may couple to the rod associated with attachmentposition 712, and brake cylinders 740 a and 740 b may couple to the rodassociated with attachment position 714. As used throughout, referenceto a single attachment position (e.g., attachment position 712) may alsorefer to multiple attachment positions. For example, in someembodiments, attachment position 712 may represent two attachmentpositions: one associated with pedal linkage 730 a and anotherassociated with pedal linkage 730 b. Such may be the case in the exampleof FIGS. 11A-11C, for example, if the rod associated with attachmentposition 712 is separated into two rod segments, one associated withpedal linkage 730 a and another associated with pedal linkage 730 b.

Pedals 720 a and 720 b may also feature attachment positions. In theexample of FIGS. 11A-11C, pedals 720 a features attachment positions 722a and 724 a, and pedals 720 b features attachment positions 722 b and724 b. In this example, pedal linkage 730 a may couple to attachmentposition 722 a, brake cylinder 740 a may couple to attachment position724 a, pedal linkage 730 b may couple to attachment position 722 b, andbrake cylinder 740 b may couple to attachment position 724 b. In theseexamples, brake cylinders 740 a and 740 b may represent brakingmechanism integrated into pedal assembly 700. Teachings of certainembodiments recognize that brake cylinders 740 a and 740 b may be of anysuitable shape and, therefore, may not necessarily be cylindrical.

Pedal assembly 700 includes at least two mechanisms for moving pedals720 a and 720 b. First, pedals 720 a and 720 b may move in oppositedirections relative to one another. As seen in FIGS. 11A-11C, pedallinkages 730 a and 730 b are in mechanical communication via rocker arm750 and pedal adjustment linkages 760 a and 760 b. Rocker arm 750 isoperable to rotate about a point of rotation. In this example, pushingin pedal 720 a causes pedal adjustment linkage 760 a to rotate rockerarm 750, which in turn causes pedal adjustment linkage 760 b to push outpedal 720 b in a direction opposite that of pedal 720 a.

In addition, rotating rocker arm 750 also causes trim linkage 780 toreposition a mechanical input associated with anti-torque assembly 800.In this manner, the pilot may mechanically communicate anti-torquecommands to anti-torque assembly 800 by moving pedals 720 a and 720 b.Furthermore, trim linkages 780 couple adjacent pedal assemblies 700together such pilot pedals and co-pilot pedals are in mechanicalcommunication.

Each pedal assembly 700 also includes an additional mechanism for movingpedals 720 a and 720 b. In particular, the position of pedals 720 a and720 b may be adjusted in the same direction. For example, pedals 720 aand 720 b may be adjusted in the same direction for pilot comfort. Apilot with long legs may wish to move both pedals 720 a and 720 b back,whereas a pilot with short legs may wish to bring both pedals 720 a and720 b forward.

To adjust pedals 720 a and 720 b, the pilot may rotate pilot adjustmentmember 775. Pilot adjustment member 775 may be coupled to rockeradjustment member 770 such that rotation of pilot adjustment member 775causes rocker adjustment member 770 to move forward and back. In theexample of FIG. 11B, rocker adjustment member 770 moves forward and backby sliding in and out of an opening in attachment assembly 710. Rockeradjustment member 770 may be coupled to rocker arm 750 such that movingrocker adjustment member 770 forward and back may move the axis ofrotation of rocker arm 750 without substantially rotating rocker arm750. In this manner, the axis of rotation arm 750 may be relocatedwithout providing anti-torque inputs to anti-torque assembly 800.

Moving rocker adjustment member 770 (and rocker arm 750) forward andback may cause pedal adjustment linkages 760 a and 760 b to move forwardand back, which in response may cause pedal linkages 730 a and 730 b andpedals 720 a and 720 b to move forward and backward. Thus, teachings ofcertain embodiments recognize the capability to provide the pilot amechanism for adjusting the position of pedals 720 a and 720 b. Inaddition, teachings of certain embodiments recognize that the pilot mayindependently adjust the position of pedals 720 a and 720 b withoutchanging the pedal position for the co-pilot.

In each of these examples, pedals 720 a and 720 b move by rotatingattachment positions 722 a and 722 b relative to attachment assembly710. Although attachment positions 722 a and 722 b rotate relative toattachment assembly 710, teachings of certain embodiments recognize theability to prevent the orientation of pedals 720 a and 720 b fromchanging as attachment positions 722 a and 722 b rotate. As will beexplained in greater detail below, the geometric position of pedals 720a and 720 b relative to attachment assembly 710 may fix the orientationof pedals 720 a and 720 b so long as brake cylinders 740 a and 740 b arenot engaged.

In the example of FIGS. 11A-11D, the attachment positions of each pedalassembly 700 may form two parallelograms, one associated with eachpedal. For example, attachment positions 712, 714, 722 a, and 724 a mayrepresent the points of a parallelogram (with sides formed by attachmentassembly 710, pedal 720 a, pedal linkage 730 a, and brake cylinder 740a). Similarly, attachment positions 712, 714, 722 b, and 724 b mayrepresent the points of a parallelogram (with sides formed by attachmentassembly 710, pedal 720 b, pedal linkage 730 b, and brake cylinder 740b).

Attachment positions 712, 714, 722 a, 724 a, 722 b, and 724 b mayrepresent points of rotation. For example, pedal linkages 730 a and 730b may rotate about attachment position 712. In this example, rotation ofpedal linkages 730 a and 730 b may result in rotation by pedals 720 aand 720 b and brake cylinders 740 a and 740 b so as to maintain theparallelograms described above. In this example, attachment assembly 710may be secured to an underside portion of an instrument panel inside thecockpit such that the location of attachment positions 712 and 714 maybe considered fixed.

FIG. 11D shows a geometric representation of the rotation of pedal 720 bfrom a first prime position to a second double-prime position accordingto one example embodiment. In this example, the line segment betweenattachment positions 722 b and 724 b remains parallel to the linesegment between attachment positions 712 and 714 as pedal 720 b movesfrom the first prime position to the second prime position. In thismanner, the orientation of pedal 720 b is fixed based on the fixedlocations of attachment positions 712 and 714.

In these examples, pedal assembly 700 may form parallelograms if theoverall length of brake cylinders 740 a and 740 b remain substantiallyequal to the overall length of pedal linkages 730 a and 730 b. Teachingsof certain embodiments recognize, however, the ability to change theoverall length of brake cylinders 740 a and 740 b as part of an aircraftbraking mechanism. Aircraft braking may be used, for example, when anaircraft is on the ground.

In this example, a pilot may invoke the braking mechanism by pressingthe tops of pedals 720 a and 720 b and causing pedals 720 a and 720 b torotate about attachment positions 722 a and 722 b. Rotating pedals 720 aand 720 b about attachment positions 722 a and 722 b may increase thedistance between attachment position 714 and attachment positions 724 aand 724 b, which may result in changing the overall length of brakecylinders 740 a and 740 b.

Teachings of certain embodiments recognize that fixing the orientationof pedals 720 a and 720 b may assist the pilot in providing bothanti-torque and braking commands to pedal assembly 700. For example, ifthe orientation of pedals 720 a and 720 b is not fixed, then it maybecome difficult for the pilot to apply braking pressure to the top ofpedals 720 a and 720 b when the pedals 720 a and 720 b are broughtforward or pushed back.

Although the orientation of pedals 720 a and 720 b may be fixed, pedals720 a and 720 b may travel along a path that closer to or away from thefloorboard of the cockpit. For example, if pedals 720 a and 720 b travelalong an arc, and the floorboard is flat, then the distance betweenpedals 720 a/ 720 b and the floorboard will not remain constant aspedals 720 a and 720 b travel.

Teachings of certain embodiments recognize, however, the ability toconfigure the travel path of pedals 720 a and 720 b to provideadditional pilot comfort. One may assume, for example, that many pilotsfeel more comfortable with their heels resting on the floorboard and theballs of their feet positioned over the lower portion of the pedals. Inaddition, one may assume that pilots with longer legs have longer feetthan pilots with shorter legs. Accordingly, teachings of certainembodiments recognize the ability to provide additional pilot comfortfor a variety of pilots by configuring the travel arc of pedals 720 aand 720 b such that pedals 720 a and 720 b move somewhat closer to thefloorboard when pedals 720 a and 720 b are brought towards the pilot andmove somewhat away from the floorboard when pedals 720 a and 720 b arepushed away from the pilot.

As shown in FIGS. 11A-11C, pedal assemblies 700 may be in mechanicalcommunication with anti-torque trim assembly 800. FIG. 12 shows adiagram representation of anti-torque trim assembly 800 according to oneexample embodiment. In this example, each anti-torque trim assembly 800features a gradient spring 840, a damper 850, a shear device 860,position measurement devices 870, mechanical stop devices 880, and anoutput shaft 890. Although shaft 890 may be described as a single shaft,teachings of certain embodiments recognize that shaft 890 may representmultiple pieces.

In operation, according to one example embodiment, output shaft 890 andpedal assemblies 700 are in mechanical communication such that movementof pedals 720 a and 720 b results in movement of output shaft 890 andmovement of output shaft 890 likewise results in movement of pedals 720a and 720 b. Movement of output shaft 890 may be measured by positionmeasurement devices 870. The measurements from measurement devices 870may be used to instruct rotor system 100 as to how to change theposition of blades 120′ (or to change operation of an alternativeanti-torque system).

Gradient spring 840 allows output shaft 890 to be moved relative to afixed position representative of a mid-pedal position. If the pilotreleases pedals 720 a and 720 b, gradient spring 840 may cause outputshaft 890 to return to the fixed position.

Damper 850 may help reduce inertial forces in cockpit control linkages.For example, damper 850 may help reduce the effect of pilot-inducedoscillations and provide smoothness in cockpit controls. In this manner,damper 850 may provide some of the force/feel aspects felt in pedalassemblies 700.

Shear device 860 provides a mechanism for internal jam alleviation inthe event of a jam in anti-torque trim assembly 800. For example, outputshaft 890 is prevented from moving from moving, the pilot may overcomethe jam by providing sufficient force to shear output shaft 890 at sheardevice 860. Once output shaft 890 is sheared, anti-torque trim assembly800 may operate with the pilot driving output shaft 890.

Position measurement devices 870 may represent any device operable tomeasure position of a shaft. In the example of FIG. 12, positionmeasurement devices 870 are shown as RVDTs.

In the example of FIG. 9, anti-torque trim assembly 800 includes threeposition measurement devices 870. In this example, multiple positionmeasurement devices are provided for redundancy. For example, the threeposition measurement devices 870 may be associated with three flightcontrol computers. Providing three flight control systems may protectrotorcraft 100 from certain systems failures.

Mechanical stops 880 limit the range of pedals 720 a and 720 b bylimiting the range of motion of output shaft 890. In some embodiments,mechanical stops 880 may represent positive non-jamming mechanicalstops. Teachings of certain embodiments recognize that mechanical stops880 may provide the primary mechanism for limiting the range of motionof pedals 720 a and 720 b.

Modifications, additions, or omissions may be made to the systems andapparatuses described herein without departing from the scope of theinvention. The components of the systems and apparatuses may beintegrated or separated. Moreover, the operations of the systems andapparatuses may be performed by more, fewer, or other components. Themethods may include more, fewer, or other steps. Additionally, steps maybe performed in any suitable order.

Although several embodiments have been illustrated and described indetail, it will be recognized that substitutions and alterations arepossible without departing from the spirit and scope of the presentinvention, as defined by the appended claims.

To aid the Patent Office, and any readers of any patent issued on thisapplication in interpreting the claims appended hereto, applicants wishto note that they do not intend any of the appended claims to invokeparagraph 6 of 35 U.S.C. §112 as it exists on the date of filing hereofunless the words “means for” or “step for” are explicitly used in theparticular claim.

What is claimed is:
 1. A rotorcraft, comprising: a body; a power traincoupled to the body and comprising a power source and a drive shaftcoupled to the power source; a rotor system coupled to the power trainand comprising a plurality of rotor blades; a flight control assemblyoperable to receive one or more pilot commands from a pilot; one or morelinkages coupled between the flight control assembly and an integratedtrim assembly; the integrated trim assembly comprising: a housing; ashaft at least partially disposed within the housing and coupled to theone or more linkages; a mechanical stop device disposed proximate to thehousing and operable to at least partially prevent rotation of the shaftoutside of an allowable range of motion; and a trim motor at leastpartially disposed within the housing and having an output component inmechanical communication with the shaft; a trim computer operable tosend one or more trim signals to the trim motor instructing the trimmotor to change a position of the output component; and a flight controlcomputer operable to receive one or more measurements from theintegrated trim assembly and instruct the rotor system to change aposition of at least one of the plurality of rotor blades based on thereceived one or more measurements.
 2. The rotorcraft of claim 1, whereinthe flight control assembly comprises a cyclic flight control assemblyoperable to receive one or more cyclic commands from the pilot.
 3. Therotorcraft of claim 1, wherein the flight control assembly comprises acollective flight control assembly operable to receive a one or morecollective commands from the pilot.
 4. The rotorcraft of claim 1,further comprising a clutch disposed within the housing and coupling thetrim motor to the shaft.
 5. The rotorcraft of claim 4, wherein theclutch is configured such that disengaging the clutch prevents the trimmotor from restricting movement of the shaft.
 6. The rotorcraft of claim1, wherein the trim computer is operable to drive the flight controlassembly by sending a trim signal instructing the trim motor to move theoutput component such that the trim motor causes the flight controlassembly to move.
 7. The rotorcraft of claim 1, wherein the trimcomputer is operable to send a trim signal instructing the trim motor tomaintain the output component at a fixed position such that the outputcomponent establishes a trim position for the shaft.
 8. The rotorcraftof claim 1, the integrated trim assembly further comprising a run-downdamper coupled to the shaft and operable to assist the shaft in movingto a trim position established by the output component.
 9. Therotorcraft of claim 1, the integrated trim assembly further comprising ashear device coupled to the shaft and configured to separate the trimmotor from a portion of the shaft such that portion of the shaft maymove freely in response to pilot inputs received through the flightcontrol assembly.
 10. The rotorcraft of claim 1, the integrated trimassembly further comprising at least one measurement device disposedwithin the housing proximate to the shaft and operable to provide theone or more measurements to the flight control computer.
 11. Therotorcraft of claim 1, the integrated trim assembly further comprising agradient spring coupled to the shaft and operable to allow the shaft tomove relative to the output component.
 12. The rotorcraft of claim 11,the integrated trim assembly further comprising: a first measurementdevice positioned between the gradient spring and the trim motor; and asecond measurement device positioned proximate to the shaft opposite thegradient spring from the first measurement device, wherein the flightcontrol computer is operable to receive instruct the rotor system tochange a position of at least one of the plurality of rotor blades baseda difference between a measurement from the first measurement device anda measurement from the second measurement device.
 13. An integratedaircraft trim assembly, comprising: a shaft; a mechanical stop deviceoperable to at least partially prevent rotation of the shaft outside ofan allowable range of motion; a trim motor having an output component inmechanical communication with the shaft; a clutch separating the trimmotor from the shaft; and a measurement device proximate to the shaftand operable to measure a position of the shaft and communicate themeasured position to a flight control computer operable to change aposition of a flight control device.
 14. The integrated aircraft trimassembly of claim 13, further comprising a housing, wherein the shaft,the mechanical stop device, the trim motor, the clutch, and themeasurement device are each at least partially disposed within thehousing.
 15. The integrated aircraft trim assembly of claim 13, whereinthe flight control device is a rotorcraft blade.
 16. The integratedaircraft trim assembly of claim 13, wherein the flight control device isan aircraft flight control surface.
 17. The integrated aircraft trimassembly of claim 13, wherein the shaft is configured to mechanicallycommunicate with a pilot control device.
 18. The integrated aircrafttrim assembly of claim 17, wherein the pilot control device is a pilotcontrol stick.
 19. The integrated aircraft trim assembly of claim 17,wherein the pilot control device is a set of foot pedals.
 20. Theintegrated aircraft trim assembly of claim 17, wherein the trim motor isoperable to drive the pilot control device by moving the outputcomponent such that rotation of the shaft causes the pilot controldevice to move.
 21. The integrated aircraft trim assembly of claim 13,wherein the clutch is configured such that disengaging the clutchprevents the trim motor from restricting movement of the shaft.
 22. Theintegrated aircraft trim assembly of claim 13, wherein the trim motor isoperable to maintain the output component at a fixed position such thatthe output component establishes a trim position for the shaft.
 23. Anintegrated cyclic trim assembly, comprising: a shaft; a mechanical stopdevice operable to at least partially prevent rotation of the shaftoutside of an allowable range of motion; a measurement device proximateto the shaft and operable to measure a position of the shaft andcommunicate the measured position to a flight control computer operableto change a position of at least one rotor blade of a rotor system; ashear device coupled to the shaft and configured to separate the trimmotor from a portion of the shaft such that portion of the shaft maymove freely in response to pilot inputs received through the flightcontrol assembly; and a damper coupled to the shaft and operable toreduce oscillations in the shaft.
 24. The integrated cyclic trimassembly of claim 23, further comprising a housing, wherein the shaft,the mechanical stop device, the measurement device, the shear device,and the damper are each at least partially disposed within the housing.